Draw-bar buffer-coupling for locomotives.



12.1., HEI SL ERQ H DRAW BM} B UEFER COUPIING FOR LGOOMUTIVES;

APPLICATION HLED NOV. 15.1915

. Patented F61). 26, 1918.

' 2' snzns-suzn 2..

WITNESSES:

I mmvron UNITED STATES PATENT orsion;

CHARLES L. HEISLER, OF SCHENECTADY, NEW YORK.

DRAW-BAR BUFFER-COUPLING FOB, LOCOMOTIVES.

Specification of Letters Patent.

Patented Feb. 26, 1918.

Application filed November 15, 1915. Serial No. 61,551.

To all whom it may concern.-

Beit known that 1, CHARLES L. HEISLER, of Schenectady, in the county of Schenectady find-State of New York, have inventeda 5 certain new and useful Improvement in ll )rawBar Buffer-Couplings for Locomo-- tives, of which improvement the following isa specification. My invention relates more particularly to "a radial spring cushioned buffer and draw bar coupling adapted to connect a locomotive with its tender, and its Objects are to provide an effective and simple buffer mem- J81 disposed between the frames of a locomotive and itstender in such manner as to. prevent the member from being cramped, or wedged, tight by any relative movement of the'frames when the locomotive passes over curves. or uneven track; to provide an 120 eflicient cushion between the frames; to provide asirnple and effective mounting for a safety coupling d'raw bar and servicedraw bairjand-to provide a simple means for applying initial stress to the spring cushioning buflt'er thereby permitting an easy insertion and assembling of the draw bars and if! their related parts.

, The improvementclaimed' is hereinafter K fully set forth. 0 In the accompanying drawings: Figure 1 is a view, the upper half of which is in plan and the lower half in section on the line B B f Fig. 2,'illustrating my invention as applied 2, a vertical longitudinal section, on thelinc 1 A. A of Fig. 1, showing, however, a modified form of coupling pm at the right hand end; Fig. 3,.a vertical transverse section, the left hand half being taken on the line D D of iQFig. 1, and the right hand half on the line front view in elevation, of

EEjFig La the achonnng enin coupling a locomotive to its tender; Fig.

section; Fig. 5, 1

My invention is herein exemplified-as applied-in connection with a locomotive and tender of well known standard forms, the locomotive having a main frame 1, coupled to the tender frame 2, by a service draw bar 3, and the coupling draw bar pins 4 and 5, which are fitted in their respective frames in the usual manner. The service draw bar 3, 18 provided with draw bar pin slots, 3*, at its opposite ends, which slots engage in close contact atvtheir outer opposite ends with the pins while fulfilling their well known functions in usual service of trans mitting the pull of the locomotive to the tender and any cars that may be coupled thereto. The safety draw bar 6, is of substantially similar construction to the bar 3, except that it is allowed a predetermined amount of longitudinal freedom, by an increase of distance betweenits slots 6, in order to avoid close contact with the draw bar pins, thereby preventing it from coming into action, and being stressed, so long as the service bar is capable of safely-transmitting. the locomotives pull. \Vhen the service bar 3, is excessively strained under abnormal service conditions, as by a sudden pull puli until the service bar can be repaired and again given its proper length, which. is a predetermined amount shorter than that of the safety draw bar.

that pivotally connect the service bar to the frames. It is disposed in the same vertical longitudinal. plane to permit the use of a minimum amount of longitudinal freedom on the pins necessaryto tive frame movement when passing curves, thereby preventing it from beingsubiected to extremely excessive shocks and suddenly applied stresses, when the service bar is accident-ally broken; furthermore, this arrangement avoids the use of two oppositely and adjacently disposed bars, or. chains, as commonly. applied which requirean excesslve and unsafe amount of longitudinal freedom to compensate for relative frame movement, thereby merely giving a false sense of security. This seriously objectionable feature is entirely-avoided by my improvement.

or is lengthened by excessive wear a of the slots and pins, then the safety draw bar 6, will safely transmitthe locomotlves' compensate for 'rela- This latter bar is preferably coupled by the same draw bar pinsy using a head 4", to support the upper section, and applying the common form of bottom cover plate supp'orts, 4 and 5,

which are fastened to the frames by-bolts '4" and 5.

The. use of an undivided pin, 5, is simpler, and is equally safe, since if one end,"or section, is sheared, or broken, the other still remains and is ositioned by' its head 5", or bottom cover-p ate 5".

A movable bufier -member 7, is interosed between the adjoinin ends of the rames 1 and 2. Its rear en terminates in a convexed wear face 7, which is preferably formed concentric with the axis of the rear 'draw bar pin 5,and may be in the form of a convexed or spherical segment. The rear end slidingly abuts, or seats, against a corresponding concaved surface 8, formed in a spring cap 8, which is supported on the tender frame within the housing 2. A spring '9, (one or more) is interposed between this spring cap and the frame 2, there-' by providing a cushion for the buffer member 7. Whenthe rear wear face 7, is of spherical segmental form, it gives the buffermember a; predetermined and necessary amount of twisting freedom about its longitudinal horizontal axis, to accommodate any relative twisting movement between the frames which is transmitted thereto when the locomotive toward the opposite side. The front cnd of the buffer member'terminates in a vertically disposed cylindrical segmental concaved wear face- 7, which is preferably made concentric with the axis of the front-draw bar pin 4, which wear face slidingly seats itselfa ainst a -conVeXed cy-V ormedonthe locolindrical surface 1, motive main frame, and likewise made con centricwith thenxis of the draw bar pin 4. This surface 1, andthe wear face 7, are adapted to slide upon each other both laterally and vertically. The buffer member 7 moves with the tender frame because but prevent vertical movement thereof.

This rear draw barpin projects. downwardly through a slot 7', form ed n the rear' end of the buffer member and is disposed .conc'entric'all .with' the rear wear face -.7',

or 8 The s ot :7, gives considerable longitudinal freedom of motion to the buffer member, with respect to the .draw bar pin,

to permit its automatic adjustment for wear on thewear faces, and for cushioning action of the s ring 9. Clearance notches 7', are formed in the rear wear face of the buffer member for the purpose of permitting its ready removal from between the draw bar pm bosses 5', and 5 formed in the housing 2". An'additional draw bar pin boss 2, is formed on the frame 2, and preferably integral with the housing, directly below the bosses 5 and 5 forthe purpose of supporting the lower end of the draw bar pin .5, and the rear end of the corresponding draw bar 6, disposed under the housing 2. In like manner, a draw bar pin boss l, is formedintegral with the frame 1, and disposed directly under the intermediate boss 4 and the upper draw pin boss al also formed integral with the frame 1, for the purpose of supporting the front ends of the service and safety draw bars and for fastening the draw bar pin 4.

For the purpose of applying initial compression to the cushion springs, the spring cap adjusting bolts 8", are attached to the tender frame and pass through bolt lugs 55*.

formed on the cap. By turning the nuts 8 frame; as evidently the arrangement can the tender is rolling toward'= one side and" bereversed, by placing the spring and buffer member on the locomotive frame.

I claim as my invention and desire to secure by Letters Patent 1. The combinationvwith a locomotive main frame, of a tender frame, couplingidraw pins fastened in said frame, a draw bar longitudinallydi'sposed between the frames and pivotally coupled thereto by the draw pins. a convexed surface supported on one frame, a concaved surface supported'on the other frame, and a movable buffer-member interposed between the. frames and said surfaces and having oppositely disposed convexed and 'concaved' wear faces formed thereon,

and adapted to abut against, the respective and corresponding concaved and convexed surfaces. 1 V

2. The'combination with a locomotive main frame, of a tender frame, coupling draw pins fastened in said-jframes, a draw bar'longitudinally disposed between the frames and pivotally coupled thereto bythe draw pins,

a converted-surfacesupported on one frame,

'a concaved surface supported on theother frame, a movable bufi'ermember interposed between thefframes-and. said surfaces and having oppositely disposed convexed and concaved wear faces formed thereon, and adapted 'to'abut against the respectiveand corresponding concaved and convexed sur- :faces and cushioning means interposed besaid-"buffer member and one of the :tween frames;

3; The comblnation with a locomotive main frame, 'of a tender frame, said frames, a movable bufier member interposed between said frames and having oppositely disposed convexed and concaved wear faces, a spring cushion interposed between said buiferand one of the frames, and ad- ]ustmg means formed on said frame for applying initial stress to the spring to PEI? mit an easy insertion and assembly of the a coupling means and the buffer.

' 4.-The combination with a locomotive main frame, of a tender frame, means" for coupling ,saidframes, a movable buffer mg oppositely disposed convexed and concaved wear faces formed thereon, a convexed surface formed on one of the frames and adapted to abut against the concaved Wear-face of the buffer, a movable spring cap, a concaved surface formed thereon and I adapted-to abut against the convexed wear 1 member supported by the other frame, and aface of the buffer, and a spring interposed vbetween said cap and one of the frames.

5. The combination withva locomotive main frame, ofa tender frame, means for coupling said frames, a convexed surface formed on one of theframes, a spherically concaved ,n'iovable bufl'er member having-a spherical wear face formed thereon and adapted to abut against the spherically concaved member, said. buffer member also having a concaved wear face formed thereon and oppositel v disposed to said spherical wear face and adapted to abut against said convexed surface.

6. The comblnation with a locomotive main v, frame, of a tender frame, coupling draw pins fastened on said frames, a draw bar longitudinally disposed between the frames and coupled thereto by the draw bar pins,

a, vertical convexed surface formed'on one of the frames and concentrically disposed with respect .to the axis of the corresponding draw bar pin, aconcaved surface formed on the other frame and disposed. concentrically with respect to the corresponding draw bar pin, a movable bufi'er member, yinterposed between, and abutting against, said surfaces, a convex Wear face adapted to abut against the concaved surface, and a concaved wear face to abut against said convexed surface, said wear faces being oppositely disposed and formed on the buffer member.

7. The combination, with a locomotive main frame, of a tender frame, oppositely disposed convexed and concaved bufi'er surfaces formed on said frames, an interposed movable bufi'er member having correspondingly formed wear faces abuttingagainst said buffor surfaces, draw bar pins fitted in the locomotive and tender frames, :1 service draw safety draw means for coupling bar coupled to said pins, and a safety bar independently coupled to said pins, said bar having a predetermined degree of longitudinal freedom on the pins, whereby it is exempted from stress until the service draw bar is unduly elongated by eX- cessive strain or wear. 7

8. The comb1nat1on with alocomotive main frame, of a tender frame, oppositely disposed bufier surfaces formed on the frames,

an interposed movable buffer member havmg wear faces formed thereon and abutting against said surfaces, dr'aw'bar' pins,ia service draw bar coupled therebj'to. the ,ifrainee a safety draw bar'h'aving a greater length than the service .ba'r, said draw bar pins llieing fastened on their respective frames and projecting through opposite ends of the draw bars in a mannerto engage the service bar and apply stress thereto, so as to keep the safety draw bar free from stressuntil there is a predetermined elongation of the service draw bar.- a I I 1 9. The combinationfwith a locomotive main frame, of'a tender frame, coupling draw bar pins fastened on said frames, a

draw bar disposed between the frames and pivotally coupled thereto by the drawpins, a convexed surface supported. on onev frame,

a concaved surface supported on the other frame, a movable cellular buffebmember interposed between, and abuttmgflgamst,

said surfaces and adapted to embraco and swing horizontally or move laterally-s;w th;

the drawbar as it"pivotally swings on ione of the draw pins, to compensate for any relative horizontal movement between the frames as the locomotive passes over curves,

or uneven track.

10. The combination with a locomotive main frame, of a tender frame, coupling draw bar pins fastened'on said framesya'm": draw bar disposed between the frames and, pivotally coupled thereto by the draw-pins; a convexed surfacefsupported onone framea concaved surface supported on the otherframe, a movable buffer, member interposed between, and abuttingpagainst said surfacesi a convexed wear face and draw bar pin slot formed at the rear end of the buffer, the slot beingaconcentrically disposed with respect to the wear face and adapted to embrace the corresponding draw "bar pin, anda concaved pivotal connection of thedraw bar to said vehicle, the parts being so relatively ar+ ranged that the draw bar connection, so long as it is operative, forms the load transmitting connection between said vehicles.

" 12. The combination with two railway vehicles to be connected, of a draw bar, draw "bar pins pivotallyeonnecting the ends of the draw bar to said vehicles, and a supplemental safety connection connected by said draw bar pins to said vehicles with provi-' sion for lost motion whereby said draw bar forms the load transmitting connection between said vehicles so long as the latter are" operatively connected by said draw bar.

13. In a locomotive and tender connection,

the combination of two coupling pins, sock- 4 eted, respectively, on the locomotive and ten through the der; a service draw bar, coupling said pins;

a safety draw bar, also coupling said, pins and having. a predetermined egree of longitudinal freedom thereon; and a buffer mem-.

her-interposed between, and bearing on, the

. locomotive and tender.

.514. The combination with two railway vehiclesto be connected, each provided with a vertical draw bar pin and upper,'1ntermediluteand lower. apertured parts through -wliich said pin passes and which provides bearings for upper, lower andintermediate 1 portions of the pin, and a pair of coupling parts each pivotally connected at its opposite ends to the two draw bar pins, one of saidcoupling parts beingreceived between the upper and intermediate apertured parts and the other between the intermediate and lower "apertu'red parts of each vehicle, the lower apertured part of eachvehlcle having provisions engagmg the lower portion ofthe corresponding draw ,bar' pin to prevent downward movementof the pin,

15. The combination with an engine hav' ing a foot plate provided with a drawbar pocket and beneath the drawbar pocket with pocket for receivingfthe end of a safety his and formed with alined' passages walls of said pockets for a drawbar pin, and a tender having a drawbar pocket member formed with a drawbar ats ends toreceive the drawbar pocket proper and beneath the latter with a pocket to receive the end of a safety bar, and formed also with aline'd' passages through the walls of. said pockets for a drawbar pin of a drawbar having its ends received in the drawbar pockets of said foot late and member and having apertures in its ends torec eive the drawbar pins, and a safety bar having its ends received in the 3 lower pockets of said foot plate and drawbar pocket and beneath the drawbar pocket with a pocket for receiving the end of a safety bar and ,formed with alined passages through the walls of said pockets fora drawbar pin, and a tender having a drawbar pocket member formed with a drawbar pocket proper and beneath the latter with a pocket to receive the end of a safety bar,

and formed also with alined passages through the walls of said pockets for a drawbar pin, of a drawbar'havin its ends received in the drawbar pockets 0 said foot late and member and having apertures in ins, and a safety bar having its ends received :in the lower pockets ofsaid foot plate and drawbar pocket member, and having apertures in its ends to' receive said drawbar pins, and drawbar pins mounted in said passages and passing through said apertures, and means for retaining the lower portions of the drawbar pins in case of rupture of portions of sald pins.

CHARLES L. HEISLER.

upper Witnesses:

ELIZABETH R. FINEGAX, CHAS. H. Parson's. 1 

